Clutch mechanism for semiautomatic transmissions



Dec. 15, 19 42. F, THOMPSON 2,304,863v

CLUTCH MECHANISM FOR SEMI-AUTOMATIC TRANSMISSIONS Filed Dec. 16, 1938 2 Sheets-Sheet l 33%, m @044 Mv Patented Dec. 15, 1942 CLUTCH MECHANISM FOR 'SEMIAUTO- MATIC TRANSMISSIONS Theodore F. Thompson, Des Moines, Iowa Application December 16, 1938, Serial No. 246,241

6 Claims. (of. 74-472) This'invention relates to variable speed gearing and more particularly to transmission gearing adapted for use in motor vehicles, this application being a continuation of my priorapplication Serial No. 2,047, filed January 16, 1935. It is the principal object of the invention to effect improvement in the mechanism for selecting thespeed ratio of the gearing and the direction of rotation of the driven shaft.

It is a feature of the invention that although the selection of the gearing is largely automatically effected, some degree of control of the selection isretained by the operator, whereby difficulties frequently arising in, connection with wholly automatic transmissions in which the selection is responsive to definite conditions of operation, such as torqueand speed, are avoided.

More specifically, it is an object of the invention to provide transmission gearing for motor vehicles in which the selection of certain speed ratios is automatically effected in response to variation in operating conditions, for example the speed of the driven shaft, but in which provision is made for the control of the initiation of such automatic selection, so that the speed ratio may be changed only at the will of the operator.

A further object of the invention is the provision of a, change speed transmission for motor vehicles having a ratio selecting mechanism which is responsive to vehicle speed, and in which increasing speed ratios are progressively selected without interrupting the drive. It is a feature of the invention that the principles thereof may be applied to conventional types of change speed' gear trains without serious complication of the structure or function thereof and at relatively low cost.

A further object of the invention is the provision of novel clutch means for selectively coupling two coaxially journalled members for rotation in such manner that the torquetransmitted through the members may be utilized to effect the coupling.

Still afurther object of the invention is the provision of a change speed transmission gearing for motor vehicles in which the selection of the speed ratio is effected automatically in response both to variation in speed of the driven shaftand to variation in operating conditions of the motor.

Further objects and'features of the invention will be apparent from the following description taken in connection with the accompanying-drawings, in which:

of change speed gearing embodying the principles of the invention; v t Figure 2 is a plan view, partly in section, of the I structure shown in Figure 1;

Figure l is a vertical longitudinal sectional view .15

Figure 3 is'a transverse sectional view taken substantially on the line 3.3 of Figure l;

Figure 4 is a transverse sectional view taken substantiallyon theline 4-1 of Figure 1;

Figure 5 is a transverse sectional view taken substantially on the line 55 of Figure 1;

Figure 6 is a fragmentary sectional ,view on the line 6-6 of Figure 4;

Figure '7 is a detailed view of certain elements shown in Figure 2; v I

Figure 8 is an enlarged fragmentary sectional view of certain elements shown in Figure l; and

Figure 9 is a side elevation of the detail shown in Figure 8.

In order to facilitate an understanding of the invention, reference is made to the preferred em- 7 bodiment thereof shown in the accompanying drawings and specific language i employed to describe the same. It will nevertheless be appreciated thatno limitation of thescopeof the inven tion is thereby intended, various modifications-of the structure disclosed being. contemplatedsuch as would fall within the the art to construct. Fonexample, while the invention will be described in it application to a specific type of change speed gearing, it will be appreciated that other gearing arrangements may be employed, and that certain features of the invention are applicable to torquetransmitting devices which differ radically from that illustrated.

Figures 1 and 2 illustrate a selective change speed gearing adapted for. use in motor vehicles,.

the gearing being enclosed and supported in a housing It) having a detachable cover plate II. A separate compartment 13, preferably formed integrally with the housing ll, encloses a control device for the speed ratio selecting mechanism, this control device being described in more de-- tail hereinafter. p I

Journalled in the forward end of the housing I0 is a drive shaft 14 having a gear l5 on the rear end thereof. A driven shaft 24 is journalled in the rear end of-the shaft I4 and extends lengthwise of the'housing l0, being jou rnalled in the rear end of the latter and being coupled to a propeller shaft I2 by means of a universal joint 59. The propeller shaft l2 may .be connected.

through differential gearing, not shown, to the driving wheels of the vehicle in accordance with conventional practice.

A 'countershaft I6 is also journalled inthe province of one skilled in .verse to that of the drive shaft I4.

structure and function.

housing Hi, this countershaft having formed thereon orsecured thereto a spur gear l8, a

smaller spur gear l9, and a still smallerspur gear 20. The gear I8 meshes with the gear IS on the drive shaft are in mesh respectively with gears 35 and 41 I4, and the gears and I9- which are mounted for free rotation on the driven shaft 24.

A stub shaft 2| supports gears 22 and 23, the latter being rigidly connected. The gear 22 mesheswith the gear 20 on the countershaft l6 and the gear 23 meshes with the freely rotatable gear 40 on the driven shaft 24. Clutch means,

associated with each of the gears I5, 35,, 40 and 41, are selectively operable to couple any one of 7 these gears to the driven 'shaft'24.

The structure thus far described is a wellknown type of change speed gearing, falling within the class of gearing sometimes referred to as slidable key, change speed gearing, andthe mode of operation will be obvious to one familiar with conventional practice. Thus it will be apparent that the gears 35, land 41 on the driven shaft 24 are continuously rotated from the countershaft l6, which is in turn continuously ro tated by the driving shaft 14. If thegear 35 be coupled to the driven shaft-'24, torque will be transmitted at the lowestspeed ratio which can beestablishcd. If the gear 41 is coupled tothe driven shaft 24, the latter will be rotated at a somewhat higher, or intermediataspeed ratio.

The coupling of the gear l5 to the shaft 24 for i concurrent rotation establishes a direct connection between the shafts l4 and 24, which is the highest speed ratio afforded by the gearing. Coupling the gear 40 to the driven shaft 24 will effect rotation of the latter in, a direction re- The details ofthe structure thus far described form 'nopart of the instant invention, and it will be apparent from the followingdescription that the invention is applicable to many other types of transmission gearing. The invention is directed more particularly to improvements'in' mechanism for effecting selective coupling of the several gears hereinbefore mentioned to the driven shaft, andto the structure of the coupling devices. q r

It is preferable to associate-,the-same type of coupling device with each of the several gears which are coaxial with the driven shaft 24, and

several coupling devices which are similar in The coupling devices, indicated generally, at A, B, C, and D are selectively operable to connect the shaft 24 for rotation with tively. i

In each instance the coupling is preferably completed by positive engagement of a slidable key or toothed clutch element 21, rotating with the shaft 24, with a cooperating clutch element 28 formed on the associated gear. Thusreferring to the coupling device A, it will be observed that the clutch element 21, having external radial clutch teeth thereon,*is provided with-a helical splined connection 26 with the shaft 24. gear [5 isprovided with a complementary nternally toothed clutch element 28 within which the clutch element 21 may be slidably engaged.-

The details of the splined connection, between the clutch element 21 and the shaft part of the instant invention; preferably the splines are formed on a sleeve which is secured 24 form no.

for convenience similar reference characters will be employed to describe those elements of these the gears l5, 35, 40 and 41 respecto the shaft, but any equivalent type of connection, constituting in effect an axial cam, will serve the desired purpose. Thus it is essential only that the clutch element 21 be so connected to the shaft 24 that the transmission of torque from one to the other tends to effect relative axial displacement thereof. Hence if the clutch element 21 associated. with the coupling device A be rotated in a clockwiseydirectiongwith re-, spect to the shaft 24, as viewed from the forward end of the latter, forward axial movement of this clutch element on the shaft will result, and mesh-1 ing engagement will be effected with the teeth, of the complementary clutch element 28 to lock,

the gear I5 to the shaft 24;

It will be'observed that in the coupling'devices B, C, and D, the clutch elements 21 thereof are connected to the shaft '24 through cam means or- I helical splines similar to-those hereinbefore described but of opposite hand. However, the

clutch elements 26 of the coupling devices B and I D are associated with complementary clutch elements 28 which are disposed at the rear side rather than at the forward side thereof, and j these clutch elements will therefore function in the manner just described, on the application.

of torque thereto in a clockwise direction, to couple the gears 35 and 41 to theshaft 2 4. The

clutch element 21 associated with the coupling device C will move' into meshing relation with its complementary clutch'element 28 upon, the

application of torque to the clutch elem'ent21. in acounterc'lockwise direction. From the structure thus far described it,

its associated clutch, element 21, provided the shaft 24 is stationary'or is rotating at a less speed thanthat of the gear in' question. In other words, in order to clutch the gear to theshaft,

means constituting in itself a clutch, acting be tween the gear and associated clutch element 21,

may be employed.-

Thus referring more particularly to Figures 8 anld9, illustrating the structure associated with the coupling device A, it will'be noted that an annular'member 29 is secured to aradial formed integral with the toothed clutch element '28, which is in'turn integralwith the gear 15 and the shaft l4. A plurality "of pawls 30 are piv otally supported on the member 29 for rocking movement about axes extending longitudinally of the transmission, these pawls being positioned for engagement with the external toothed por-" tion of the associated clutch element 21. Each of the pawls 30 is provided with a tail portion.

3| having one side thereof beveled, as shown in Figure 8. An annular collar 32 surrounds the member 29, and this collar is displaceableaxially I by means of a fork 94WhiCh partiallyembracesthe collar so that the collar 32 may be slid axially and toward the right from the position in which it is shown in Figure 8 to a position in which it engages and embraces the tail portions 3| of the, I I I It will be appreciated, that, as ;the collar rides over the beveled edge of the tailpor pawls 3D.

tions 3| of the pawls, suchtail portions will be depressed and the nose portions of the pawls will be moved outwardly, to disengage the pawls from. the external teeth of the clutch element 21, and,

the pawls will be so retained until the collar 32 is again moved to the. left to release the pawls. Each of the pawls isnormally urged into engage-' will i be apparent that any onof the gears |5,'35, 40

and 41 may be positively clutched to theshaft 24 by any means which'tends to establish synchronous'rotation of any one of these gears and.

ment with the clutch element 21 by means of a spring 42, but the nose of each pawl is so formed thatwhen the annularmember 29 rotates in a clockwise direction with respect to the. clutch element 21, thepawls will ride over the toothed portion of the clutch element with which they cooperate. I

The function of the several coupling devices will now be readily understood. Thus, referring to the coupling device A, if the fork 94 be moved to the left from the position in which it is shown in Figure l to the position of Figure 8, the collar 32 will be correspondingly displaced and the pawls 30 Will be released to permit engagement thereof with the external toothed portion of the clutch element 21. If the shaft I4 is rotating in a clockwise direction at a greater speed than the shaft 24, as is normally the case immediately. prior to the selection of a higher speed ratio, the clutch element 21 will then be rotated by the pawls 30 in a clockwise direction withrespect to the shaft 24, and by reason of the helical splined connection therebetween, the clutch element 21 will be displaced axially to the left from the position in which it is shown in Figure 8 and will engage the complementary clutch element 28 to lock the gear l and shaft [4 to the shaft 24 for concurrent rotation.

The structure and function of the remaining coupling devices may be precisely the same. Thus, immediately prior to the selection of the low speed ratio by actuation of the coupling device B, the shaft 24 is ordinarily stationary and the shaft this rotating in a clockwise direction, Consequently when the pawls 30 of the coupling device are released by thecollar 32 and engage with the external teeth of the clutch element 21, the latter will be shifted to the right to engage the complementary clutch element 28carried by the gear 35, and the low speed ratio between the shafts I4 and 24 is thereby established. Similarly, immediately prior to the selection of the intermediate speed ratio, the shaft 24 is being driven from the countershaft through the gears 28 and 35, and is therefore rotating at a speed" less than that of the gear 41,""which is being driven from the gear l9 on the countershaft. Consequently, when the pawls 38 of the coupling device D are engaged with the associated clutch element 21 by displacement of the collar 32 to the right, the helical splined connection between the clutch element 21 and the shaft 24 will act to displace the clutch element 21 to the right into engagement with the complementary clutch element 28, whereby the gear 41 will be positively clutched to the shaft 24 to establish the intermediate speed ratio.

At this stage in the progressive selection of ratios, the rotational speed of the shaft 24 exceeds the rotational speed of the gear 35. Consequently the pawls 38 of the coupling device B, associated with the gear 35, will ride over the ex.- ternal teeth of the associated clutch element 28. The cooperating toothed elements of the coupling device B are now disengaged by suitable means provided for the purpose. For example, one or i more coil tension springs I00 may be connected between the clutch elements 21 associated with the coupling devices A and B, and between the clutch elements 21 associated with the coupling devices C and D, these springs acting to withdraw each of the clutch elements 21 when the direction of torque between the associated gear and the shaft 24 is reversed by the selection of a higher ratio.

The coupling device A functions similarly, after the selection of the intermediate speed ratio, to effect direct coupling to the shafts I4 and 24. Thus immediately prior to'such selection, the shaft 24 is rotating at a lower speed than the shaft l4, and when the pawls 30 associated with the coupling device A are engaged with the clutch element 21 of that device, the latter is displaced to the left to effect the desired direct coupling, the pawls 30 associated with the coupling device D ride over the associated clutch element 21, and the latter is withdrawn from the complementary clutch element 28 by the action of the spring] 00.

Immediately prior to the selection of the coupling device C, which effects reversal of the direction of rotation of the shaft 24, the latter is ordinarily stationary while the gear 40 is rotating in a counterclockwise direction. Consequently when the pawls 38 of the coupling device C are engaged with the associated clutch element 21. the latter is displaced to the left from the position in which it is shown in Figure 1, to positively'connect the gear 48 to the shaft 24 and to rotate the latter in the reverse direction.

If, when anyone of the coupling devices A, B, and D has been rendered operative to couple the associated gear to the shaft 24, the motor is decelerated so that the gear in question tends to rotate at a less speed than the shaft 24. the coupling device which is effective at the moment will be released, by disengagement of the cooperating clutch elements 21 and 28 in the manner hereinbefore explained, and the vehicle driving wheels will therefore be disconnected from the motor. In other words, the effect will be the same as that produced by the use of a one-way clutch in the driving train, and will be that sometimes described as free wheeling. If the 'motor is again accelerated, any one of the coupling devices A, B or D which has previously been set to engage its associated gear with the shaft 24, by displacement of the associated collar 32 to permit the associated'pawls'30 to act, will thereupon become again effective to couple that particular gear to the shaft 24.

It will be apparent that in lieu of the positive engagement afforded by the cooperation of the pawls 30 with the associated clutch elements 21, friction pawls engaging a continuous annularfriction surface may be used, or some other friction type of coupling may be employed between the gear and the associated clutch element 21. Similarly, it is obvious that the positive toothed engagement between the several clutch elements 21 and the complementary clutch elements 28 is not essential. Thus the complementary teeth on these elements may be replaced by cooperating friction surfaces, which will be urged into clutching engagement by the action of the helical splines acting between the clutch element 21 and the shaft 24. Again, it is not essential that the coupling devices A, B, C, and D be similar in structure and function, it being possible to replace any one'or more of these coupling devices with a different type of coupling means. This is of course particularly true of the coupling device C, which is operable in order to reverse the direction of rotation of the driven shaft and which therefore functions entirely independently of the remaining devices. However, the type' of coupling device illustrated herein is particularly desirable since it permits the progressive selection of speeds without interruption of the drive, and thereby'eliminates the necessity of operating the main vehicle clutch when selection is effected.

- operator.

gages with the collar 69.

As hereinbefore pointed out, it is a feature of the invention to provide'selecting mechanism which is only partially automatic inoperation,

and the desired result maybe achieved by the use of'control devices of the type disclosed more particularly in Figuresi to? inclusive of the draw- Supported within the housing I for limited axial reciprocation is a shift rod. 52, to which are secured the shift forks '95 and 96. Thus displacement of the shift rod forwardly from the central or neutral position which? it occupies in Figure 1 effects withdrawal of the collar 32 of the coupling device C from the associated pawls, whereby the gear 40 may be coupled to the shaft providing that gear is rotating faster than the shaft24. Secured to the shift rod 52 is a bracket 55 which extends through a slot 56 in the cover plate. A Bowden wire is connected between the outer end of the brar tet 55 and anoperating handle on'the dash, other part of the vehicle interior, soas to be readily accessible to the driver, whereby the gearing may be placed either in reverse or in low speed ratio in the manner hereinbefore explained and at the will of the A rod 14 is rotatably mounted in the housin l0 and extends longitudinally thereof and into the compartment 13, pinion being secured to the rod 14 adjacent the rear end of the latter.

A=rack 'IBlis disposed in meshing relation with the 'pinion 15, being retained in engagement therewith-by a roller 11. At its lower end the rack 16 is pivotally connected to a bell-crank lever H, and the opposite arm or this lever carriesa pin 12 engaging with a collar 13 formed on a sleeve 68. The sleeve 68 is provided with a further collar 89. Secured to one end of theshaft Bi is a hub 63 which supports a pair of outwardly directed arms 64. Lever arms 65 are pivoted on the arms 64, each lever arm 65supporting at one end an inertia member or weight 66, the arrangeradially outward-of the shaft 6|, as the latter is .rotated, under the action of centrifugal force,

uch movement being resisted by coiled tension springs 6! connecting each weight with the fulcrum of the opposite lever arm 65. Each of the lever arms 65 is provided, on the other side of the fulcrum therefor, with a finger 10 which en- The shaft 6| is rotated from the shaft 24 by means of worm gearing 60, 62; t

The structure just described constitutes a gov-' ernor mechanism for rotating the shaft 14 through an angle which is determined by the speed of rotation of the driven shaft 24 of the transmission, and the mode of operation of this structure will be at once apparent. Details of the governor mechanism form no essential part of. the present invention and maybe modified as desired. v

The fork 94 is carried by a boss 92 which is in turn mounted on the shaft I4 and is freely reciprocable thereon. Immediately adjacent the bos 92 and securedto the shaft'14, are collars 90 and SI, thelatter being shaped to form an axial closed cam, the collarv 90 being shaped to follow the cam surfaces thus afiorded. .It will be observed from Figure 7 of the drawings that as the shaft 14 is rotated, the collar 90 and fork 94 are reciprocated, the fork being thereby movable to either of two positions. These two positions of the fork correspond to the two positions of the collar 32 engaged by the fork, in one of which the collar disengages the pawls 30 from the clutch element 21, and in the other of which the pawls are released to permit engagement thereof with the teeth of the clutch element.

The shaft 14 also affords a support for a boss 93 which carries the fork 91, and this boss cooperates with collars 98 and 99 which are secured to the shaft 74 and which'are formed to afford a closed axial cam, the construction being identical with that illustrated in Figure '7. However, the cam surfaces on the collars '98 and 98 are displaced about the axis of the shaft 14 with respect to the collars QUand 9|, the arrangement being such that when the shaft is rotated in a counterclockwise direction; as viewed in Figure 6, the fork 91 will first be displaced toward the rear, whereby the coupling device D is rendered effective, and the fork 94 will thereafter be displaced forwardly. to render the coupling device A effective.

The sequence of operations performed by the structure thus far described in bringing the vehicle from a standstill to direct drive or high speed ratio may be briefly described as follows. After the motor has been started the Bowden wire 51 is first manually operated to release the pawls 30 associated with the coupling device B and thereby to connect the low speed gear 35 to the driven shaft 24. When a certain predetermined vehicle speed is reached, the governor mechanism shown in Figure 5 has rotated the shaft 14 to an extent sufficient to release the 'pawls 30 associated with the coupling device D,

as liereinbefore explained. As the vehicle speed further increases, the shaft 14 is rotated further, the pawls 30 associated with the coupling device A are released, and the gear l5 and shaft 14 are directly connected to the shaft 24, thus establishing the highest ratio or direct drive. If the load on the vehicle increases while the gearing is in direct drive, for example on ascending a. steep grade, with the result that the vehicle speed is materially reduced, the governor mechanism will rotate the shaft 14 in the reverse direction, and the pawls 30 associated with the Coupling device A will be withdrawn from the associated clutch element 27, If the operator then reduces the motor speed by closing the motor throttle, so that the shaft I4 tends to rotate slower than the shaft 24, the clutch element 21 associated with the coupling device A will be withdrawn from the clutch element 28 by the combined action of the helical splines on the shaft 24 and the spring I00. Opening of the throttle thereafter will serve to rotate the gear 41 faster than the shaft 24, and this gear will be coupled to the shaft as hereinbefore explained to re-establish the intermediate speed ratio. This action is predicated on the assumption that the vehicle speed has not been reduced to such an extent that the collar 32 associated with the pawls 30 of the coupling device D has disengaged these pawls from the cooperating clutch element 21; if the vehicle speed is quite low, the low speed coupling device B will be operated on opening of the throttle. as hereinbefore explained,

The speed ratio selection is preferably made further dependent on the will of the operator by the provision of additional means responsive to accelerates the motor.

engine operation for controlling the rotation of the shaft M, by means of which the coupling devices A and D are actuated. Thus a disc 18 is secured to the shaft 14, the periphery of the disc being recessed as indicated at 19 and 88. A pawl 84 pivoted on a bracket 85 is normally urged into engagement with the periphery of the disc 18 by a spring 81. Formed integrally with the pawl is an arm 86 extendinglaterally of the compartment [3. A longitudinally extending rod 88, slidably supported within the housing l8, lies directly over the arm 86 and is provided adjacent the latter with a one-Way pawl 89, the arrangement being such that when the rod 88 is moved to the left from the position in ,which it is shown in Figure 6, the pawl 89 will force the rod downwardly. On reciprocation of the rod 88 in the opposite direction, the pawl 89 will ride over the rod without depressing the same, assuming the position shown in dotted lines in Figure 6, and will again drop into the full-line position to the rear of the arm 86. The forward end of the rod 88 is connected to the motor throttle, or to some actuating means therefor such as the usual accelerator pedal, so that on each movement of the throttle from closed to open position, the rod 88 will be displaced forwardly and the arm 86 depressed.

When the shaft 14 is rotated by the governor mechanism to a position in which the pawls 38 associated with the coupling device D are released, the nose of the pawl 84 will drop into the recess 79, to lock the shaft I4 against further rotation. Thus the intermediate speed ratio will be maintained until the operator desires to establish direct drive, which he may do, provided the requisite vehicle speed has been reached, by releasing the accelerator pedal and again depressing it, thus causing the rod 88 to depress the arm 86, disengage the pawl from the recess 19, and permit the disc 18 and shaft I4 to rotate to a position in which the nose of the pawl will engage the recess 88. When this point is reached, the pawls 38 associated with the coupling device A are released, and direct drive is established.

As hereinbefore explained, if the vehicle speed is reduced after direct drive has been established, and the operator finds it desirable to establish a lower speed ratio, he decelerates and then pedal is thus released and again depressed while the vehicle is ascending a grade at relatively slow speed, the pawl 84 will be released from the recess 80, and the governor mechanism effects rotation of the shaft 14 in a reverse direction until the pawl 84falls in the recess 19, at which instant the intermediate speed ratio is established, the high speed ratio being discontinued when the motor is retarded, as hereinbefore explained. In order to re-establish the low speed ratio. the operator must again release and depress the accelerator pedal to permit the disc 18 to rotate to the position in which it is shown in Figure 4 of the drawings. It will thus be seen that the selection of the several speed ratios, while progressing automatically in either direct on in response to variation in vehicle speed, is at the same time largely under the control of the operator since such changes are initiated in response to motor operation.

Formed integrally with the bracket 55 is a laterally extending arm .82, the free end of the When the accelerator the reverse position. Thus the selection of intermediate or high speed ratios while the gearing is in reverse, or prior to the selection of the low speed ratio, is definitelyprevented.

An upstanding arm 99 is formed integrally with the arm 82, the arm 99 being formed at its upper end with a hook-shaped or cam portion I82, as shown more particularly in Figure 6, for engagement with the arm 86. Thus when the shift rod 52 is displaced to a neutral position, intermediate the positions in which the coupling devices B and C respectively are renderedoperative, the arm 86 will be engaged and depressed by the hook-shaped portion I02, to release the pawl 84. from either of the recesses 19 or 80 in which it may be disposed. Thus the disc 18 and the shaft (4 may be released for rotation by manual actuation of the Bowden wire 5'1. The hook-shaped portion I82 is sufficiently long to permit of displacement of the shift rod 52 to a position in which the coupling device C is rendered operative to place the gearing in reverse.

While a speed controlled governor is employed for effecting selection of the several speed ratios, it is obvious that the selection of speed may be effected in response to variation of othercharacteristics of vehicle operation, such as the transmitted torque, or the combined speed-torque characteristics. The utilization of such characteristics for selecting speed ratios has been heretofore proposed. Similarly, it is apparent that the manual connection of the selecting mechanism to the accelerator pedal is only one way of controlling the initiation of speed selection, it being feasible to employ other means for rendering the selecting mechanism dependent upon motor operation.

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latter being arranged to overlie the lug 83 on the,

Having thus described the inventiomwhat is claimed as new and desired to be secured by Letters Patent is:

1. In a change speed gearing for motor vehicles of the type comprising parallel shafts and at least two continuously meshing gear trains of different ratio connecting said shafts, each train including a gear fixed to one of said shafts and a gear freely rotatable on the other of said shafts, the combination with clutch means for coupling either of said freely rotatable gears to the associated shaft, of a single means displaceable in one direction to render said clutch means successively operable, that clutch means which is associated with the gear train of lower ratio inciuding a member supported on the shaft for rotation and axial reciprocation with respect thereto, axial cam means acting between said member and shaft for eifecting axial displacement of said member on the occurrence of relative rotation therebetween, cooperating clutch means associated with said gear and member engageable by such relative axial displacement, and means operable to rotate said member to effect such axial displacement thereof, said last named means including a clutch device acting between said gear and member, and speed responsive means driven by said shaft for operating said clutch device. t

2. In a change speed gearing for motor vehicles of the type comprising parallel shafts and at least two continuously meshing gear trains of different ratio connecting said shafts, each train including a gear fixed to one of said shafts and a gear freely rotatable on the other of said shafts,

one direction to render said clutchmeans successively operable, that clutch means which is associated with the gear train of lower ratio including a member supported on the shaft'for rotation and axial reciprocation with respect thereto, axial cam means acting between said memberand shaft for effecting relative axial displacement thereof on the occurrence of relative 3. In a change speed gearing for motor vehicles of the type comprising parallel shafts and a plurality of continuously meshing gear trains of dilferent ratio connecting said shafts, each train including a gear fixed to one of said shafts and agear freely rotatable on the other of said shafts, the combination with coupling devicesfor selectively connecting each of said freely rotatable gears to the associated shaft, of mechanism operable automatically in response to increase in vehicle speed for actuating one-of said coupling devices to connect the corresponding gear tothe shaft, and for thereafter actuating a second coupling device associated with a gear train of higher ratio to connect the corresponding gear to the shaft, means associated with said mechanism for preventing actuation thereby of said second coupling device, and means operable on movement of the motor throttle away from the closed position for releasing said last named means to permit actuation of said second coupling'device. I

4. In change speed gearing for motor vehicles, the combination with a driving shaft and a driven shaft, of a plurality of elements coaxial with said driven shaft,- means ,whereby said elements are concurrently. rotated by said driving shaft at different speeds, means responsive to increase in speed of said driven shaft for suc-' cessively coupling said elements to said driven shaft in the order of the rotational speeds of such elements, means rendered automatically operable by torque derived from anelement so coupled for releasing from said driven shaft 8 previously coupled, slower rotating element, de-

vices normally rendering saidspeed responsive means inoperative to effect successive coupling of said elements, and means operable fby thefuel control mechanism of the vehiclemotor for freieasing said devices to render said speed responwith said driven shaft, means whereby said jele ments are concurrently rotated by said driving shaft at different speeds; means responsive to increase in speed of ,said driven shaft for s e; cessively coupling said elements tos'aid "driven shaft in the order or therrotational speed" of such elements, and means rendered automatie cally operable by torque derived from an elem'ent so coupled for releasing from said driv'en shaft a previously coupled, slow errotating" element, said speed responsive means. includinga speejd controlled governor actuated by sai'd en shaft, devices normally rendering said governor inoperative to effect speed ratio selection, and means operable by the fuel controlling rnec anism of the vehicle motor for releasing said devices o rende ai s ve r a e at e;

I 6; In changespeed gearin gfl formotor vehicles; the combinatlo'n'with adrivings'haft and a driven shaft, of a plurality of elements'coa'x al driven shaft, meanswhereby said elemen H n ly ma r scam amine, S i t a difl'erent speeds, means responsive to increasein speed of said driven shaft for successive pling said elements to said driven shaft i e order of the rotational speeds ofsuch e'le ents, and means rendered automatically operableby torque derived from an element so coupled-for releasing from said driven shaft 9. previously coupled, slower rotating-element; said-speed re sponsive means' inc luding ,a; spee d" controlled governor actuatedby said driven Shaft a shaft rotatable by said governor, devices normally locking said shaft against rotation andjmeans operable in response to' variation of the'fuel sup ply to'the'vehicle' motor for releasing said'devices to render said governor operative.

THEODORE F; THOMPSON. 

